IvanK

It is also fully described in the these publicly available manuals: USN NATOPS Instrument Flying manual NAVAIR 00-80T-112 Pages 22-14 through -16 USAF AFMAN11-217V1 Instrument Flight Procedures pages 69-71

Old Military instrument flying manual

Here is another example on the F5E HSI. TAC tuned you are on the 129radial 20 nm from the TACAN You want to track to the TACAN 240 radial 60nm what nil wind heading do you need to fly. 1. Visualise the TACAN station as at the centre of the HSI 2. Determine the greatest range value required .... 60nm 3. Visulise the the outer portion of the compass scale as 60nm from the centre of the HSI 4. Locate your position on the HSI assuming its radius is 60nm ..... Position red X (about 1/3 out from the centre on the 129 radial) 5. Find the location on the HSI where you want to go 240/60 ..... Position yellow X 6. Draw a line from your position to the new position. Red x to Yellow x 7. Transfer the line you drew to be centered on the HSI Green line. 8. Were it intersects the compass is the nil wind heading to fly 254. 9. Turn on to 254. 10. update as you track towards the new position.

The technique on the HSI/RMI/BDHI The TACAN station is always at the centre of the instrument. Step 1 decide what Range and bearing you want to go to. Step 2 note your current range and bearing on the HSI .... you are at the tail of the needle. Step 2 In your mind take the greater of the ranges (current range versus new range) Step 3 visualize the HSI as a map whose diameter is the greater range Step 4 Locate your current position on the (scaled map HSI) use your finger Step 5 draw a line from your current position on the HSI to the point you want to go through. Step 6 transfer the line you drew in Step 5 to be centered on the HSI The line now extends to show the Track you need to fly to get to your new destination. Step 7 Turn on to the required Track/Heading .... update the process as you go along. Once proficient this process can be done in seconds with good accuracy. An example:

Tacan point to point using the HSI was a bread and butter technique for most Cold war pilots... no maps involved.

Be nice to have a special options for IAS in Knots and Altimeter in feet.

Thats because key bindings for them have not been made.

The application of brakes is not shown on the controls indicator. All other axes display correctly.

I haven't seen these orange lines on the TRK IR profile screen before. Does anyone know exactly what they represent ?

With NAV COMP selected and following steering to the selected TGT/waypoint the HSI heading marker can be set to any desired heading by the pilot. This is I believe is a bug. According to the F4E manuals (Page 1-48 Figure 1-18 and the table Page 1-45 Figure 1-15) the heading bug is controlled by the Nav system and set to the wind drift corrected heading to achieve the direct track to the selected Waypoint. It cannot be set by the pilot. TRK attached. F4Hdgbug.trk

The E mode is a little different to most other common antenna elevation schemes and would seem to be limited to certain Cyrano IV models ... and the one modeled by Aerges. It is designed for a Constant Antenna selection angle. In other words once set the Antenna elevation is fixed, as you slew the Alidade out in range the numbers displayed represent the altitude covered at that range for that fixed antenna elevation. It so works out that if you set the Alidade to 10nm then the numbers displayed equate to Antenna elevation in degrees. So if you want to set Plus 5 you set the Alidade to 10nm then increase Antenna elevation till it indicates 5. In D mode you select the Altitude you want to scan then radar changes antenna elevation as a function of Alidade range to ensure you cover the selected altitude. Why E mode ? A typical; scenario where this might be useful is A Supersonic /climbing Snap up attack with the R530 (Very Cold war thing). If you are committed to a High Altitude High Energy target (M1.6+ and 50,000' +) it might be your only chance. GCI would set you up on the cut off intercept you accelerate (Rutowski profile) to a desired Energy state. Then at a specific range you "climb" to a specific climb angle pointing at the Collision point. The climb angle designed such that from that point on the Antenna elevation is constant (typically half your climb angle). You the pilot feverishly working the radar looking for the target. With the R530 this was a very intense workload, not having to fiddle with Antenna elevation was one thing you didn't have to worry about. Given the R530's limited range, The radar's limited range, The high closure and then the 1-4sec (random) R530 harmonisation time that takes place after lock on has you rapidly approaching Rmin ! .... "One armed wallpaper hangar stuff" .... Once the lock was achieved the Snap to cancel sight orders and fire occurred.

Bug 1 The Radar horizon line in the front seat cannot be moved in the display. The Heaxagonal "HORLN" knob does not seem to have any effect when rotated. Bug2 As pointed out elsewhere the scope is not precisely vertical. This leads to the horizon indicating a slight right bank when wings level.

Thanks .... couldnt find it in the manuals.

Exactly what switches and or buttons are required by the WSO to get the radar back into search from STT ?

The Mills setting was originally all wrong (both selection and angular value). The max sight setting IRL is 199mills. This was corrected a while ago.

The "inverted" pitch type arrangement (like in the YAK52) has in fact a US origin take a look at the Bell X! cockpit there is a sperry document out there as well describing this type of AH

I have a fair bit of time operating the R530EM(K) it was considered useless at low level, and useless shooting down into clutter.... it was however very good at blowing up in your face as the proximity fuse armed after launch ! Its only real use was look up into a clear air mass at a non outmaneuvering target.

There are two types of seat harness used on the MB MK7 seat as fitted to the F4. The most common is the version that has the pilot wearing a "Torso" harness. Indeed that it was the DCS F4E pilot wears ... see jpg below. The pilot attaches his harness to 4 quick release fittings. The second type of harness is the "Combined or Integral" harness. In this style the pilot straps himself into both the seat and parachute harness (hence the term combined) with all fittings going into the circular Quick release box. To my knowledge the only F4 operators that used the combined harness were the RAF and the Luftwaffe. When you look down in the DCS F4E the seat harness is of the combined type ... it should be of the Torso type imo. see attached jpgs.

Tested with setting the HSI bug to the same value as the selected course ... then works just fine.

bump still an issue.

The image was Taken about 20-30nm inbound to a TACAN. I have seen an F4 DCS tutorial that talks about the Flight Director using both the selected course and and the selected Heading to derive a "blended" fly to command. This might explain what I am seeing in the picture. However I don't see any reference to this "blended" operation in any of the publicly available F4 manuals or USAF Instrument flying manuals. In addition I have not seen this sort of blended behavior in any real world Flight director use. It is my understanding that once the course is selected the FD will then generate an internal command to intercept the selected radial at a programmed intercept angle (typically 30 degrees) until getting close then the FD eases of the intercept angle to achieve a smooth progressive intercept. The F4E flight manual actually says in the intercept case the HSI heading marker must be set to the same value as the selected course. (TO 1F-4E-1 Fig 1-19 Page 1-49) So off to test with HSI heading set to the same value as the selected course.

See attached jpg. I am on the selected VOR course but the FD is giving me a fly right indication ??

Not fixed. ADI does not power up after Cold and dark start. Despite the changelog saying it was fixed. Guess the Fix didn't make the compile. Really need a Hot fix for this rather than waiting another month for a fix.

My AVAST is triggering the HeatblurJester.dll as Malware. maybe try an exception in your Anti Virus